Question: Captain, assuming you have clearance to land, are there ever situations that you have found yourself in where you have overruled attempting to land in regards to weather, and why? When you approach a destination that may be experiencing weather, what is your decision process in your determination in whether to execute the approach or perhaps divert? I'm curious as I understand there may be some pressure from the company to adhere to schedules, etc., yet aviation safety continues to be excellent.

Answer: Pilots have the final decision on landing (or any other part of the flight). I have had cases where the weather (thunderstorms) presented rapidly changing conditions. Even though we were cleared to land, we chose to break off the approach and divert to another airport. One of my most memorable incidents came while trying to land at Washington National (before it was named Reagan). We tried two different runways but the weather was too near the airport, so we diverted to Richmond, Va. Other airports where I have made decisions not to land include Charlotte and Pittsburgh.
I have never experienced pressure from my airline to press an approach. Everyone in the airline wants the flight to operate as scheduled, but no one wants to conduct unsafe operations.

Q: A number of years ago while landing at HOU on an MD-80, our rear wheels touched down, but then we immediately accelerated and pitched upward at (what seemed like) a very sharp angle. The passengers were totally quiet and white knuckled, and obviously very concerned and scared. We came around and landed normally the 2nd time. The pilot never offered an explanation, and I didn't ask because I was excited to just get off that plane! Can you comment as to what likely caused this touch 'n' go, how frequently this happens in commercial aviation, and what results from such experiences (FAA follow up, After Action Review, Pilot performance assessment, etc.)?

A: Having the main gear touch down and then flying again is very rare. You correctly call it a touch and go. I would suspect that another airplane did not clear the runway and Air Traffic Control instructed a go around. When this happens at very low altitude, the main gear can touch briefly. While it is very disconcerting for the passengers, pilots practice go arounds every training session. I am surprised that the captain did not make a PA announcement explaining what happened. The follow up would be determined by the cause and if there was a loss of separation. If the airplane ahead did not follow instruction and missed a turn off, causing the low altitude go around and a loss of separation, then the FAA would investigate the incident. Other factors could determine if any investigation was needed.

Q: I recently flew out of the John Wayne Airport where the pilot told us the plane would be performing a "low power" takeoff. As I understood, this procedure was done to reduce noise, but what exactly is the difference between this and a normal takeoff?

A: Taking off from Santa Ana, John Wayne Orange County airport requires a special noise abatement procedure. After a maximum power takeoff, you climb as quickly as you can to a specific point, where you lower the nose and reduce the power to a minimum setting. There are noise sensors along the flight path to measure each flight's noise profile. By lowering the nose and reducing the power, the flight can stay below the maximum noise level allowed. Normally, there is no need to reduce power during a climb.

Q: What sort of special preparations do pilots do for flying in and out of small mountain airports like the ones we have here in Colorado (Telluride, Aspen, Hayden, Durango, Montrose, Gunnison)?

A: Mountain airports are challenging. Terrain, altitude and winds all play a part in flight into and out of these airports. Challenging airports are often designated as a "special" airport, which requires a special briefing for crews. Some airports require certification for the pilots to operate there. Pilots who fly in the mountains require training in high altitude operations, which affect the takeoff and landing performance.

Here's another follow-up to the question of how well a commercial jet could glide after losing engine power:

Q: As a senior aircraft performance engineer for a major airline and an experienced glider pilot, I challenge the captain's statement that modern jet aircraft have the performance of a sailplane from the 1960s. Current commercial jet aircraft have their performance characteristics optimised for high speeds. Their low-speed performance provides lift-to-drag ratios on the order of 17-20 at speeds in the range of 220-250 knots air speed. The best sailplanes from the 1960s, on the other hand, could attain lift-to-drag ratios on the order of 35-45. That performance is of course, at much slower speeds. However, the lift-to-drag ratio defines the distance that can be flown, so in no way do current airliners beat even 1960s sailplanes.

A: My reference to the glide ratio was for a modern jet (737 or A320) in still air at the best glide speed (L/Dmax, where maximum lift is generated with minimum drag). My comparison glider was the Schweitzer 2-22 not the highest performance glider available, but the one in which I received my commercial glider rating in 1976. The statement was to make it clear that jets can glide very well.

As a normal descent point, pilots use three times their altitude. An example would be that 30,000 feet requires beginning descent at 90 nautical miles from the destination. A pilot needing to extend the glide distance could easily stretch another 10 miles. That is the reason I referenced 100 miles in my original answer. You are correct that the L/Dmax speed for jets is around 200 – 240 knots, depending on weight.

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